An underwater or submersible vehicle including an elongated body having a substantially ellipsoidal forward section, a substantially cylindrical mid-section, and a tapered aft section having an internal vectored thrust propulsion system for propelling and maneuvering the vehicle through a fluid operating environment. At least two discharge nozzles are located along a horizontal beam on opposite sides of a longitudinal centerline in the aft section for providing differential and/or vectored thrust for propelling and maneuvering the vehicle through the fluid operating environment. The vehicle can also includes at least two backing nozzles capable of one or more of differential and vectored thrust for providing a backing and/or athwartships thrust to slow, stop, reverse, and maneuver the vehicle. The vehicle can also includes secondary thrust-driven propulsion system located in the forward section for providing a secondary differential and/or vectored thrust. In addition, the vehicle can include a stern configuration including a wedge-shaped tapered stern section defining a space that provides an increased volume over conventional conical shaped tapered stern section for wet or dry storage. The vehicle can also include a distributed power generation, distribution, and control system, a modular design, and redundancy for flexibility in the arrangement of machinery and equipment and improved survivability.
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29. An underwater vehicle having an elongated body comprising:
a bow at a forward distal end of said body; a stern at an after distal end of said body; an ellipsoidal bow section at said forward end of said body; a cylindrical central section connected to said bow section; and a stern section connected to said central section, said stern section comprising a wedge shaped fairing, said wedge shaped fairing having a substantially constant width and tapering smoothly from a first cylindrical end connected to said central section to a second end forming a horizontal edge at said aft distal end of said body; said wedge shaped stern section defining a space having an increased volume at said stern for housing additional ship systems and stores.
37. A method for propelling and maneuvering an underwater vehicle through a fluid operating environment comprising the steps of:
providing a body having an ellipsoidal shaped bow section, a cylindrical mid-ship section, and a stern section; ingesting fluid from said operating environment into said body through one or more inlet openings; guiding said fluid through said body through internal ducts; driving said fluid through said ducts using one or more pumps to add hydraulic energy to said fluid passing through said ducts; propelling said body through said fluid operating environment by discharging said fluid exiting from said pumps through at least two discharge nozzles positioned at said stern section in a laterally spaced apart relationship along a horizontal beam on opposite side of a longitudinal centerline of said body; and maneuvering said body through said fluid operating environment by controlling one of a magnitude and a direction of said fluid being discharged from said body thereby producing one or more of a differential and a vectored thrust.
1. An underwater vehicle comprising:
an elongated body having a bow, a forward section, a mid-section, an aft section, and a stern; at least one inlet opening in said body for receiving a fluid from an external fluid operating environment into said body; inlet ducting having a first end and a second end, said first end connected to said at least one inlet opening, said inlet ducting containing and guiding said fluid as it flows internal to said body; at least one propulsion pump connected to said second end of said inlet ducting, said at least one propulsion pump adding hydraulic energy to said fluid to induce a flow of said fluid though said body; outlet ducting having a first end and a second end, said first end connected to said at least one propulsion pump, said outlet ducting containing and guiding said fluid as it flows internal to said body; at least two discharge nozzles connected to said second end of said outlet ducting at said aft section, said at least two discharge nozzles positioned in a laterally spaced apart relationship along a horizontal beam of said body on opposite sides of a longitudinal centerline axis; wherein said at least two discharge nozzles providing propulsive thrust to propel said vehicle through said fluid operating environment; and wherein said at least two discharge nozzles are capable of producing one or more of a differential thrust and a vectored thrust to maneuver said vehicle through said fluid operating environment.
36. A distributed propulsion system for propelling and maneuvering a submersible vehicle having an elongated body having a primary pressure hull through a fluid medium comprising:
a wedge-shaped fairing connected to an aft end of said primary pressure hull and extending longitudinally aft therefrom; said wedge shaped fairing defining a space having an increased volume; one or more inlets in said space for ingesting fluid from said fluid medium into said elongated body; one or more inlet ducts positioned internally to said space, each inlet duct having a first end and a second end, wherein said first end is connected to at least one of said one or more inlets; one or more propulsion pumps for adding hydraulic energy to said ingested fluid mounted internally to said space and connected to said second end of at least one of said one or more inlet ducts; at least two discharge ducts positioned internally to said space, each outlet duct having a first end and a second end, wherein said first end is connected to at least one of said one or more propulsion pumps; at least two discharge nozzles connected to said second end of said one or more outlet ducts at an aft distal end of said space defined by said wedge shaped fairing, said discharge nozzles discharging said fluid medium from said elongated body for discharging said fluid from said vehicle body to said fluid medium; wherein said at least two discharge nozzles are positioned in a laterally spaced apart relationship in said wedge-shaped stern section to provide one of a differential and a vectored thrust for propelling and maneuvering said vehicle.
2. The underwater vehicle of
3. The underwater vehicle of
4. The underwater vehicle of
5. The underwater vehicle of
6. The underwater vehicle of
7. The underwater vehicle of
8. The underwater vehicle of
9. The underwater vehicle of
10. The underwater vehicle of
11. The underwater vehicle of
12. The underwater vehicle of
a first position wherein said flow diverter device closes off said backing ducting and said flow of fluid exiting said propulsion pump flows to said discharge nozzles; and a second position wherein said flow diverter device opens said backing ducting and said flow of fluid exiting said fluid propulsor flows to said backing nozzles.
13. The underwater vehicle of
14. The underwater vehicle of
15. The underwater vehicle of
16. The underwater vehicle of
17. The underwater vehicle of
18. The underwater vehicle of
19. The underwater vehicle of
at least one secondary inlet opening in said body; secondary inlet ducting connected to said secondary inlet opening for guiding a flow of fluid therethrough; at least one secondary propulsion pump connected to said secondary inlet ducting for adding hydraulic energy to a fluid to drive said fluid through said secondary thrust-driven propulsion system; secondary outlet ducting connected to said secondary propulsion pump for guiding a flow of fluid therethrough; at least two secondary discharge nozzles connected to said bow outlet ducting for discharging said fluid being driven by said at least one secondary propulsion pump to produce a secondary thrust, said at least two secondary discharge nozzles being disposed in a laterally spaced apart relationship with one secondary discharge nozzle being position on a port side of said vehicle body and one secondary discharge nozzle being positioned on a starboard side of said vehicle body; and wherein said at least two secondary discharge nozzles are capable of producing one or more of a differential thrust and a vectored thrust.
20. The underwater vehicle of
variable speed secondary propulsion pumps to selectively adjust an output from two or more secondary propulsion pumps; and a diverter plate in said outlet ducting of each of said at least two secondary discharge nozzles to selectively divert a portion of said fluid away from said secondary discharge nozzle; wherein a resulting flow to each of said secondary discharge nozzles is of a different magnitude and differential thrust results.
21. The underwater vehicle of
22. The underwater vehicle of
at least one power source located in a primary pressure hull of said body; a plurality of turbo-generators located in a primary pressure hull of said body for converting a power output from said power source to electrical energy; controllers and a bus system located in a primary pressure hull of said body for controlling the distribution of electrical energy; at least one propulsion driver located in one of said primary pressure hull and a fairing extending aft from said primary pressure hull at said aft section of said body; at least one propulsion pump located in said fairing, said at least one propulsion pump being coupled to said at least one propulsion driver.
23. The underwater vehicle of
24. The underwater vehicle of
an upper tapered surface having a constant width substantially equal to a beam of said body and that tapers downward aft toward said stem; a lower tapered surface having a constant width substantially equal to a beam of said body and that tapers upward aft toward said stem; port and starboard sidewalls that are disposed between and connect said upper tapered surface to said lower tapered surface; and a horizontal edge formed along a horizontal beam where said upper tapered surface to said lower tapered surface meet at an aft distal end at said stern of said vehicle.
25. The underwater vehicle of
26. The underwater vehicle of
27. The underwater vehicle of
28. The underwater vehicle of
30. The underwater vehicle of
an upper tapered surface that tapers downward from said first end to said second end; a lower tapered surface that tapers upward from said first end to said second end; port and starboard sidewalls that are disposed between and connect said upper tapered surface to said lower tapered surface; and wherein said horizontal edge is formed along a horizontal beam where said upper tapered surface to said lower tapered surface meet at said aft distal end of said body.
31. The underwater vehicle of
a trunk extending through said space defined by said wedge-shaped fairing, and wherein said trunk may be pressurized from a primary pressure hull of said vehicle; a trunk opening between said trunk and a fluid operating environment in which said vehicle operates; and a trunk door that selectively opens and closes said trunk opening for one or more of dispensing and retrieving devices from said stern of said vehicle.
32. The underwater vehicle of
33. The underwater vehicle of
34. The underwater vehicle of
35. The underwater vehicle of
38. The method of
39. The method of
40. The method of
diverting said fluid exiting said one or more pumps to at least two backing nozzles positioned at said stern section in a laterally spaced apart relationship with at least one backing nozzle being positioned along a port side and at least one backing nozzle being positioned along a starboard side of said body to provide a backing thrust; reversing and/or stopping said body by discharging said fluid exiting from said pumps through at least two backing nozzles; and maneuvering said body through said fluid operating environment by controlling one of a magnitude and a direction of said fluid being discharged from said body thereby producing one or more of a differential and a vectored thrust.
41. The method of
ingesting fluid through at least one secondary inlet opening in said body; driving said ingested fluid using one or more secondary pumps connected to said secondary inlet ducting; discharging said driven fluid through at least two secondary discharge nozzles connected to said secondary pumps to produce a secondary thrust, said at least two secondary discharge nozzles being disposed in a laterally spaced apart relationship with one secondary discharge nozzle being position on a port side of said vehicle body and one secondary discharge nozzle being positioned on a starboard side of said vehicle body; and producing one or more of a differential thrust and a vectored thrust by controlling a magnitude and a direction of said fluid flow being discharged through said secondary discharge nozzles.
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This Application: claims benefit of U.S. provisional Application Serial No. 60/295,667 filed Jun. 4, 2001.
The invention relates to the field of fluid-borne vehicles. In particular, the invention concerns the propulsion of underwater or submersible vehicles using a distributed propulsion system having internal propulsors that add hydraulic energy to a fluid flow internal to the vehicle body, at least two discharge nozzles and at least two backing nozzles that are capable of differential and/or vectored thrust for propelling and maneuvering the vehicle in conjunction with conventional control surfaces and having a wedge-shaped stern configuration which provides an increased volume for the storage of ship systems and stores.
Conventional underwater vehicles typically consist of either an axi-symmetric central body with a propulsion motor shaft exiting a conical projection at the stern on the centerline or two propulsors and shafting systems mounted on either side of the stern of the vehicle. In both arrangements a shaft drives a propeller that provides ship propulsion thrust. These external propeller systems having long propeller shafts, shaft alleys, reduction gears, and other mechanical support systems are large and expensive.
Conventional underwater vehicles also include jet type propulsion systems. For example, Lehmann (U.S. Pat. No. 3,182,623) discloses a structure for submarine jet propulsion, Wislicenus et al. (U.S. Pat. No. 3,575,127) disclose a vehicle propulsion system for fluid-submerged bodies, such as torpedoes or submarines, and Meyers et al. (U.S. Pat. No. 5,574,246) disclose an underwater vehicle having an improved jet pump propulsion configuration. Each of these jet type propulsion systems basically includes a motor driven pump located inside the vehicle with water being taken in, pressurized, and pumped out near the aft end of the vehicle to form the jet pump propulsion unit. However, these conventional jet type propulsion systems experience limitations with maneuvering the vehicle through the water and with stopping or reversing the vehicle.
For example, Sinko et al. (U.S. Pat. No. 6,217,399 B1) disclose a propulsion arrangement for axi-symmetric fluid-borne vehicles having four propulsion modules that are separate from and external to the hull of the vehicle and that are removably mounted at the rear of the vehicle. The four propulsion modules are in symmetric disposition about the vehicle axis and control vanes are mounted on the module housing at locations between the propulsion modules. However, the propulsion arrangement disclosed by Sinko et al. only provides a rearward discharge of fluid driven by a rotating blade section for the forward movement of the vehicle. As shown, this arrangement does not provide for vectored thrust.
Control surfaces and projections are typically positioned forward of the propeller or jet propulsor. Hence, flow distortions flowing along the exterior of the vehicle in the form of wakes enter the propeller/propulsor causing vibration and/or cavitation. Also, the flow deflected by the control surfaces in a turn is partially re-aligned with the vehicle centerline reducing the effectiveness of the control surfaces. Additional projections/appendages from the axi-symmetric central hull shed wakes that enter the external propeller(s), and cause additional vibration.
Typically, these conventional external propeller systems and conventional jet propulsion units are not capable of differential and/or vectored thrust and therefore require a relatively large turning radius relative to the length of the vehicle. This makes operating in shallow water and tight areas, such as along coastlines and harbors, difficult.
The conical tapered aft section in these conventional vehicles house the shafting and shaft alley for the shaft driven propeller. Accordingly, this conical tapered aft section typically does not provide sufficient space for the storage of wet or dry stores.
The conical shaped aft section of conventional underwater vehicle also make it difficult to access the after most portion of the stern section and also makes it difficult to store and deploy items, such as weapons, sensors, other vehicles, swimmers, and the like, due to the shafting extending through the stern section and the location of the external rotating propellers.
In addition, some conventional vehicles include integrated power distribution arrangements. For example, U.S. Pat. No. 6,188,139 B1, entitled Integrated Marine Power Distribution Arrangement, issued to Thaxton et al., discloses a marine power distribution arrangement including a turbine-driven AC generator which supplies power through a switchgear unit to a transformer and power converter(s) for ship propulsion and ship service loads. However, conventional integrated electric plants typically have the propulsion components located in the primary pressure hull with a shaft or shafts extending through the hull to the external propeller(s) and therefore lack flexibility in the arrangement of the components.
Therefore a need exists for improved propulsion system for an underwater vehicle having differential and/or vectored thrust that provides for forward and reverse propulsion and full maneuverability of the underwater vehicle. The need also exists for an underwater vehicle having a stern configuration that provides an increased volume in the stem section for increased wet and/or dry storage.
The present invention is directed to an underwater vehicle including an elongated body having a bow, a forward section, a mid-section, an aft section, and a stern. At least one inlet opening in the body for receiving a fluid from an external fluid operating environment into the body. Inlet ducting is connected to the at least one inlet opening, the inlet ducting containing and guiding the fluid as it flows internal to the body. At least one propulsion pump connected to the second end of the inlet ducting, the at least one propulsion pump adding hydraulic energy to the fluid to induce a flow of the fluid though the body. Outlet ducting having a first end and a second end, the first end connected to the at least one propulsion pump, the outlet ducting containing and guiding the fluid as it flows internal to the body. At least two discharge nozzles connected to the second end of the outlet ducting at the aft section, the at least two discharge nozzles positioned in a laterally spaced apart relationship along a horizontal beam of the body on opposite sides of a longitudinal centerline axis.
The number and exact location of the inlet duct, pumps, discharge nozzles, controlling surfaces, etc. can be varied by a person of ordinary skill in the art to meet common design specifications.
The at least two discharge nozzles provide propulsive thrust to propel the vehicle through the fluid operating environment. In addition, the at least two discharge nozzles are capable of producing one or more of a differential thrust and a vectored thrust to maneuver the vehicle through the fluid operating environment.
Differential thrust may be provided by changing the volume of fluid flowing to each of the at least two discharge nozzles. The at least two propulsion pumps each having a variable speed power source for driving each of the at least two propulsion pumps at differential speeds can be used to drive a differential flow of fluid to the at least two laterally spaced apart discharge nozzles that produce differential thrust to propel and maneuver the vehicle through the fluid operating environment. Alternatively, a diverter plate can be used, with one or more pumps, to divert a portion of the fluid flowing to the at least two discharge nozzles.
Vectored thrust may be provided by changing the discharge angle from the longitudinal centerline at which the fluid flow exiting each of the at least two discharge nozzles. During normal ahead operations, the discharge nozzles discharge a fluid flow in a normally rearward direction to propel the vehicle in a forward direction. During maneuvering, the discharge nozzles can be moved, preferably in multiple degrees of freedom, to produce vectored thrust.
Preferably, the discharge angle of the fluid flow exiting the discharge nozzles is vectorable in at least two directions including a horizontal direction and a vertical direction to produce a vectored thrust in a yaw plane for turning to port and starboard and a pitch plane for diving and ascending. In addition, the discharge nozzles are preferably independently vectorable allowing independent selection of thrust vectoring at least two directions to further control yaw, pitch, and roll of the vehicle.
A vectored thrust actuator system can be used to move each of the discharge nozzles. According to one embodiment of the invention, the vectored thrust actuator system can include at least one yaw actuator coupled to one side of each of the discharge nozzles for moving the discharge nozzle in a horizontal plane and at least one pitch actuator couple to one of a top and bottom of each of the discharge nozzles for moving the discharge nozzle in a vertical plane. Other means of altering the discharge angles of the discharge nozzles, such as flexible couplings, movable vanes, a variable geometry or articulated nozzle, etc. can be used.
According to another aspect of the invention, the underwater vehicle of claim 1 further includes a backing, reversing, and stopping capability. At least two backing nozzles that are selectively fluidly connected to an outlet of one or more of the at least one propulsion pumps for producing a backing thrust to slow a forward motion of the vehicle and to propel the vehicle generally in a backward axial direction.
The backing nozzles discharge a flow of fluid in a normal direction that is generally forward toward the forward section and wherein the backing nozzles are preferably vectorable in at least two directions comprising a fore and athwartship direction and a vertical direction to produce a vectored thrust to further assist with propelling and maneuvering the vehicle. Preferably, the backing nozzles are independently vectorable in the at least two directions to control yaw, pitch, and roll of the vehicle.
A backing door can be provided for selectively diverting a flow of the fluid exiting the propulsion pump to one of the discharge nozzles and the backing nozzles. A backing door actuator system moves the backing door between a first position where flow to the backing nozzles is closed off and a second position where flow is diverted to a backing duct that guides the fluid to the backing nozzles. The backing door can be moved between a first position wherein the flow diverter device closes off the backing ducting and the flow of fluid exiting the propulsion pump flows to the discharge nozzles, and a second position wherein the flow diverter device opens the backing ducting and the flow of fluid exiting the fluid propulsor flows to the backing nozzles.
Preferably, the inlet openings are positioned in the body to minimize or exclude one or more of surface and bottom debris, air, and turbulence resulting from external protrusions from the body from entering the inlet openings.
According to one aspect of the invention, the at least one inlet opening includes two partial annular inlet openings positioned symmetrically with one partial annular inlet opening on a port side and one partial annular inlet opening a starboard side of a forward end of the aft section. According to another aspect of the invention, the at least one inlet opening comprises a partial annular inlet opening that extends over approximately three quarters of a circumference of the body from the port side across a bottom to the starboard side.
The underwater vehicle of claim 1, wherein each of the at least one propulsion pump comprises a double suction mixed flow pump having a motor directly coupled and adjacent to the pump.
A pair of faired discharge ducts extending outward and rearward from the aft section of the body can be used to house the discharge nozzles. Also, a portion of the outlet ducting can extend through each faired discharge duct to the discharge nozzles located at a distal end of each of the faired discharge ducts.
Furthermore, the underwater vehicle can include one or more control surfaces to farther facilitate maneuverability of the vehicle. For example, the vehicle can include one or more vertical control surfaces extending in a vertical plane from the aft section and/or one or more horizontal control surfaces extending in a horizontal plane from the aft section. Vertical control surfaces further facilitate maneuvering of the vehicle on a yaw plane and horizontal control surface further facilitate maneuvering of the vehicle on a pitch plane.
In accordance with another aspect of the invention, the underwater vehicle can further include a secondary thrust-driven propulsion system. The secondary thrust-driven propulsion system includes at least one secondary inlet opening in the body, secondary inlet ducting connected to the secondary inlet opening for guiding a flow of fluid therethrough, at least one secondary propulsion pump connected to the secondary inlet ducting for adding hydraulic energy to a fluid to drive the fluid through the secondary thrust-driven propulsion system, secondary outlet ducting connected to the secondary propulsion pump for guiding a flow of fluid therethrough, and at least two secondary discharge nozzles connected to the bow outlet ducting for discharging the fluid being driven by the at least one secondary propulsion pump. The at least two secondary discharge nozzles are disposed in a laterally spaced apart relationship with one secondary discharge nozzle being position on a port side of the vehicle body and one secondary discharge nozzle being positioned on a starboard side of the vehicle body. The secondary thrust-driven propulsion system can be used to produce one or more of a differential thrust and a vectored thrust to further assist in propelling and/or maneuvering the vehicle.
According to another aspect of the present invention, the underwater vehicle can include a distributed power generation, distribution, and control system for providing power to and control of the thrust-driven propulsion system. The distributed power generation, distribution, and control system includes at least one power source located in a primary pressure hull of the body, a plurality of turbo-generators located in a primary pressure hull of the body for converting a power output from the power source to electrical energy, controllers and a bus system located in a primary pressure hull of the body for controlling the distribution of electrical energy, at least one propulsion driver located in either the primary pressure hull or a fairing extending aft from the primary pressure hull at the aft section of the body, and at least one propulsion pump located in the fairing, the at least one propulsion pump being coupled to the at least one propulsion driver. This type of propulsion system having distributed, modular components results in the flexible arrangement and interconnectability of the power generation, distribution, and control.
The present invention is also directed to an underwater vehicle having a wedge shaped stern configuration. The underwater vehicle includes a bow, a stem, an ellipsoidal bow section, a cylindrical central section, and a wedge shaped fairing. The wedge shaped fairing includes a substantially constant width and tapering smoothly from a first cylindrical end connected to the central section to a second end forming a horizontal edge at the aft distal end of the body. The wedge shaped stern section defining a space having an increased volume at the stern for housing additional ship systems and stores.
The wedge shaped fairing further includes an upper tapered surface, a lower tapered surface, port and starboard sidewalls, and the horizontal edge. The upper tapered surface tapers downward heading aft from the first end to the second end. The lower tapered surface that tapers upward heading aft from the first end to the second end. The port and starboard sidewalls are disposed between and connect the upper tapered surface to the lower tapered surface. The horizontal edge is formed along a horizontal beam where the upper tapered surface to the lower tapered surface meet at the aft distal end of the body.
In addition, one or more trunks or passageways can be provided extending through the space defined by the wedge-shaped fairing. Preferably, the trunk(s) are pressurized from a primary pressure hull of the vehicle. The trunk includes an opening between the trunk and a fluid operating environment in which the vehicle operates. A trunk door covers the opening and selectively opens and closes the trunk opening in order to dispense and/or retrieve devices from the stern of the vehicle.
The underwater vehicle having a wedge shaped fairing can include a thrust-driven propulsion system as described above. Preferably, the propulsion pumps, outlet ducting, and at least two discharge nozzles are located in the space defined by the wedge shaped fairing. In addition, one or more of a control system and an actuator system may be located in the trunk.
The underwater vehicle having a thrust-driven propulsion system can include two or more alternative stern configurations. In a first exemplary embodiment, the underwater vehicle can include a stern configuration including a tapered aft conical stern section having at least two faired discharge ducts that extend outward and rearward from the stern section and include portions of the outlet ducts and the discharge nozzles. The faired discharge ducts allow the discharge nozzles to be positioned in a laterally spaced apart relationship on opposite side of the longitudinal axis of the vehicle.
In a second exemplary embodiment, the underwater vehicle can include a stern configuration including a wedge shaped fairing that provides a space and covering in which portions of the thrust-driven propulsion system, including the at least two discharge nozzles, can be positioned.
The present invention is also directed to a method for propelling and maneuvering an underwater vehicle through a fluid operating environment. The method includes providing a body having an ellipsoidal shaped bow section, a cylindrical mid-ship section, and a stern section; ingesting fluid from the operating environment into the body through one or more inlet openings; guiding the fluid through the body through internal ducts; driving the fluid through the ducts using one or more pumps to add hydraulic energy to the fluid passing through the ducts; propelling the body through the fluid operating environment by discharging the fluid exiting from the pumps through at least two discharge nozzles positioned at the stern section in a laterally spaced apart relationship along a horizontal beam on opposite side of a longitudinal centerline of the body; and maneuvering the body through the fluid operating environment by controlling one of a magnitude and a direction of the fluid being discharged from the body thereby producing one or more of a differential and a vectored thrust.
In accordance with another aspect of the invention, the method further includes varying the speed of a power source used to drive the pumps to produce differential thrust for controlling one or more of yaw, pitch, and roll of the vehicle.
In accordance with another aspect of the invention, the method further includes moving the discharge nozzles in at least two dimensions to produce vectored thrust in multiple degrees of freedom for controlling one or more of yaw, pitch, and roll of the vehicle.
The method can further include diverting the fluid exiting the one or more pumps to at least two backing nozzles positioned at the stern section in a laterally spaced apart relationship with at least one backing nozzle being positioned along a port side and at least one backing nozzle being positioned along a starboard side of the body to provide a backing thrust; reversing and/or stopping the body by discharging the fluid exiting from the pumps through at least two backing nozzles; and maneuvering the body through the fluid operating environment by controlling one of a magnitude and a direction of the fluid being discharged from the body thereby producing one or more of a differential and a vectored thrust.
Furthermore, the method can include providing a secondary thrust-driven propulsion system in the bow section of the body; ingesting fluid through at least one secondary inlet opening in the body; driving the ingested fluid using one or more secondary pumps connected to the secondary inlet ducting; discharging the driven fluid through at least two secondary discharge nozzles connected to the secondary pumps to produce a secondary thrust, the at least two secondary discharge nozzles being disposed in a laterally spaced apart relationship with one secondary discharge nozzle being position on a port side of the vehicle body and one secondary discharge nozzle being positioned on a starboard side of the vehicle body; and producing one or more of a differential thrust and a vectored thrust by controlling a magnitude and a direction of the fluid flow being discharged through the secondary discharge nozzles.
Additional features of the present invention are set forth below.
In the illustrated embodiments of the invention shown in
General Description
As shown in
The thrust-driven propulsion system 20 provides the ability to change the magnitude and/or direction of the thrust produced by the propulsion system in at least two directions provides multiple degrees-of-freedom thrust vectoring that provides full maneuverability of the vehicle 1. This type of thrust-driven propulsion system 20 also allows the vehicle 1 to maneuver at low speeds and in shallow waters with or without the use of traditional control surfaces. Traditional control surfaces 60, such as, for example, rudders, pitch planes, and the like, can be retained as an option in certain embodiments of the invention and provide improved maneuvering, especially at higher speeds.
While conventional submarine propulsion systems typically consist of a single main motor or engine contained within the pressure hull, a single shaft penetrating the vehicle pressure hull, and a single propulsion device such as a propeller or pumpjet propulsor, the improved thrust-driven propulsion system 20 can be a distributed propulsion system. The distributed thrust-driven propulsion system 20 preferably includes a multiplicity of fluid inlets 25, propulsion pumps 27, fluid ducts 26 and 28, vectored thrust nozzles 30 and backing thrust nozzles 40. A distributed thrust-driven propulsion system 20 allows for flexibility in the arrangement of the system components as compared to conventional shaft-driven propeller type propulsion systems. A distributed thrust-driven propulsion system also provides for built-in redundancy, thereby improving survivability and allowing operational capability with portions of the system not operating. Also, the underwater thrust-driven vehicle 1 preferably includes a modular design, thereby allowing components to be removed and replaced without affecting other structures or systems. These multiple components can be of smaller size than a single unit thereby facilitating acquisition, logistics, and maintenance.
The vehicle 1 can also include an improved stern configuration. Preferably, the stern configuration includes a wedge shaped fairing 70 that results in a space 71 having an increased volume at the stern section 7 of the vehicle 1 relative to conventional conical shaped stern sections. This space 71 can be a dry space for the storage of machinery, weapons, sensors, and the like, or a wet space for the storage of ballast, potable water, fuel, and the like. The propulsion pumps 27 are located internal to the vehicle body 3, preferably in the wedge shaped fairing 70. This eliminates the need for expensive and maintenance intensive shaft seals and bearings. In addition, without the presence of the external rotating propulsor components, the possibility of damage to aft launch vehicles and breakage of the wire connection of wire-guided vehicles is eliminated. In addition, internally mounted propulsors are inherently very beneficial and safe for swimmers in the water.
The distributed thrust-driven propulsion system 20 allows for a non-centerline arrangement of the propulsion system. This configuration allows for the possibility of one or more watertight trunks or passageways 80 extending through the wedged shaped fairing 70. The trunk 80 may extend through the wedged shaped fairing 70 from the primary pressure hull 9 to an opening at the aft end or stern 8 of the vehicle 1. This trunk 80 can be used to provide a close-coupled air connection to external pump motors and controllers, thrust vectoring actuator systems, control surface actuator systems, control systems, and the like. The trunk 80 avoids the need for a pressure compensation system in the external pump motor and reduces the length of control surface linkages with traditional internal actuator systems. The trunk 80 can also be used to house or store aft facing sensors or launching underwater unmanned vehicles (UUVs), swimmers, countermeasures, etc.
In addition to a submarine, the vehicle 1 can also include other types of underwater or submersible vehicles, such as, for example, a torpedo, an unmanned underwater vehicle (UUV), a remotely operated vehicle (ROV), a autonomous underwater vehicle (AUV), and the like. In addition, the vectored thrust propulsion unit can be used with surface vessels powered by a vectored thrust propulsion unit located submersed below the waterline. For example, the vehicle can include a surface vessel such as, for example, a hydrofoil craft having pods that are submersed during operation, wherein the pods house the multiple degrees of freedom vectored thrust propulsion system.
Propulsion System
The magnitude of the high-energy discharge stream can be controlled, for example, by varying the speed of propulsion pumps discharging on opposite sides of the vehicle to control the differential thrust generated thereby assisting the maneuvering of the vehicle 1 through the fluid 2. In addition, the direction of the high-energy discharge stream exiting the outlet section 24 can be vectored so that the discharge stream exits at an angle θ to the longitudinal centerline axis CL of the vehicle 1 to maneuver the vehicle 1 through the fluid 2. The thrust-driven propulsion system 20 can control the magnitude, the direction, or both the magnitude and direction of the fluid discharge stream exiting the fluid propulsors 21.
As shown, the fluid propulsors 21 can be located within the stern section 7 of the vehicle 1. Alternatively, portions of the fluid propulsors 21 may be located in other areas of the vehicle body 3, such as, for example, the inlet section 22 may be located in the bow section 5 and/or the fluid pumping section 23 may be located in the mid-ships section 6, depending on the particular application. In addition, one or more secondary thrust-driven propulsion systems 50 can be provided at various locations throughout the vehicle body 3 to further facilitate propelling and maneuvering the vehicle 1.
Each of the illustrated embodiments include at least one inlet opening 25, at least one inlet duct 26, at least one propulsion pump 27, at lease one outlet duct 28, and at least two discharge nozzles 30. In order to achieve the desired effect of providing differential and/or vectored thrust for propelling and maneuvering the vehicle 1 through the fluid 6, the at least two discharge nozzles 30 are disposed in a laterally spaced apart relationship relative to the horizontal beam (e.g., X-axis) of the vehicle 1 and on opposite side of a longitudinal centerline CL of the vehicle 1.
Preferably, the discharge nozzles 30 are located at a maximum lateral distance L apart in order to maximize the maneuvering moment obtainable using differential and/or vectored thrust. At the same time, it is desirable to keep the distance L between the discharge nozzles 30 within the beam or width of the vehicle 1 for docking and ship handling operations.
Propulsion System Component Description
Each of the major features or components of the thrust-driven propulsion system 20 is described generally below. Specific reference to each feature can be found in the various embodiments of the thrust-driven propulsion system 20 and are shown and described with reference to the
Inlet Opening
At least one inlet opening 25 in the body 3 of the vehicle 1 is provided to convey fluid from the external operating environment 2 and into the inside of the vehicle's body 3. The fluid passes from the operating environment 2 through the inlet opening 25 into the internal portion of the vehicle's body 3 where internal ducts 26 contain and guide the fluid within the body 3.
The function of the inlet opening 25 is to ingest a volume of fluid flow required to generate thrust. The degree of flow volume that can be ingested by an inlet opening 25 is related to the inlet opening's angular dimension around the vehicle hull and the length of the inlet opening along the hull.
Preferably, the inlet opening 25 has a smooth transition from the cylindrical central portion 4 of the submarine hull 2. Fluid from the submarine hull boundary layer is ingested into the fluid propulsor 21. Inflow control vanes (not shown) and shaped inlet edges 17 are preferably provided to ensure that smooth flow is maintained.
The vehicle 1 can include different embodiments having different numbers of inlet openings 25 depending on the required fluid volume to be ingested. In addition, the inlet opening(s) 25 may include a variety of shapes and sizes depending on the particular application and the performance requirements of the vehicle 1.
Preferably, the arrangement of the system, specifically the location and extent of inlet openings 25, allows the external configuration of the vehicle 1 to be altered without affecting the quality of flow entering the propulsion pumps 27.
In addition, the inlet openings 25 are preferably located and constructed to minimize or prevent the introduction of foreign objects, such as air and sediment. Multiple inlet openings 25 can be provided, such as a top opening, side openings, and bottom openings. Preferably, where a top or bottom opening are used, the top opening can be secured when the vehicle 1 is operating near the surface of the fluid and the bottom opening can be secured when the vehicle 1 is operating near the bottom of the fluid.
Inlet Ducting
Internal inlet ducting 26 connects the inlet opening 25 to an inlet of the propulsion pump 27. Fluid entering the body 3 through the inlet opening 25 flows into the inlet duct 26, which contains and guides the fluid to propulsion pump 27. The inlet ducting 26 includes a first end 26a connected to the inlet opening 25 and a second end 26b connected to the inlet of the propulsion pump 27. Preferably, the inlet ducts 26 are designed to maintain a smooth flow, and to condition the fluid flow to minimize vibration and cavitation in the pumps. The internal ducting 26 is preferably constructed to provide a substantially uniform velocity profile of the fluid flowing therein.
A screening/filtering device (not shown) can be provided to further minimize the ingestion of foreign objects. For example, a screen can be provided over the inlet opening 25 to prevent foreign objects from entering the inlet ducting, or a strainer/filter can be disposed in the inlet duct 26 to filter out any debris from the fluid before it enters the Propulsion pump 27.
Means of Generating Thrust
In order to propel a submarine vehicle 1, thrust is generated to overcome the (drag of the vehicle produced by its movement through the fluid medium. Conventional underwater vehicles typically have an external propeller or pumpjet propulsor that accomplishes the change in energy and produces a flow that is used to produce thrust that is external to the submarine vehicle. With the present invention, a pump is used to increase the energy of the fluid flow contained internal to the vehicle within ducting. Thrust is generated by adding energy to the ingested fluid medium and expelling the fluid at a higher velocity than the velocity of fluid when ingested.
A method of generating thrust is to increase the pressure of the ingested fluid and then to expel the fluid through an accelerating nozzle, resulting in a change in the fluid momentum. The thrust is then proportional to the change in momentum and the rate of ingested fluid flow.
Propulsion Pumps
Propulsion pumps 27 are connected to the inlet duct 26 and draws fluid from the fluid operating environment 2 through the inlet opening 25 and drive the fluid out through the discharge nozzles 30 thereby producing thrust to propel the vehicle 1. Each propulsion pump 27 includes a pump inlet, a pump outlet, and a set of rotating blades or vanes that impart energy to the fluid flowing through the fluid propulsor 21.
The propulsion pump 27 can include a variety of pumps, including, for example, axial flow, mixed flow, and radial flow pumps, depending on the rate of fluid flow and the amount of energy that must be added to provide the required thrust. To generate a given degree of thrust, mixed and radial flow pumps require less fluid flow rate than a propeller or axial flow pump, but add more energy or pressure rise to the fluid flow. Using mixed or radial flow pumps typically result in smaller pumps and a smaller cross section area for the fluid flow ducts than an axial flow pump generating the same degree of thrust.
In one embodiment, the propulsion pump 27 can include relatively compact double suction pumps located back to back such that the thrust generated by each pump is reduced/canceled out by its opposite pump rotor with resulting vibration from the pump operation being reduced or canceled out. Preferably, the flow velocity of the fluid flowing internally through the ducting has a flow velocity that is lower than the velocity of the vehicle through the fluid operating environment. For example, the flow velocity of the fluid in the internal ducting can be about 80% of the vehicle's velocity that results in pump vibration being minimized.
Differential Thrust
Preferably, the thrust-driven propulsion system 20 is capable of producing differential thrust between the at least two discharge nozzles 30. Differential thrust further assists with the maneuverability of the underwater vehicle 1 by helping to create a turning moment caused by a difference in the magnitude of the thrust being produced at the laterally spaced apart discharge nozzles 30. The location of the pumps, flow jets, or fluid ejectors and the capability of providing differential thrust further enhances maneuvering, compared to a single, central propulsor, or non-vectorable thrust type propulsion unit.
Any suitable technique for generating differential thrust can be used. In one embodiment, thrust can be generated using variable speed pumps to adjust the flow output from two or more pumps located on opposing sides of the vehicle centerline. In an alternate embodiment, a diverter or movable plate (not shown) can be positioned in the outlet flow from the pumps to diverter a portion of the discharging flow away from the discharge nozzles 30 so that the thrust produced by each discharge nozzle 30 can vary thereby producing a different thrust at each of the laterally spaced-apart discharge nozzles 30.
Propulsion Pump Power Source
Each propulsion pump 27 can be powered using conventional power techniques. For example, the fluid propulsor power source 15 can include an electrical or mechanical driver, such as an electric motor. These electric motors 15 can be mounted in canisters coincident with the pumps or in the forward portions of the vehicle (e.g., within the pressure hull 9) and can be connected to the pumps by means of, for example, mechanical drive shafts.
The propulsion pump power source 15 can in turn receive power from the main propulsion plant power source 16 (see FIGS. 20 and 21B). The main propulsion plant power source 16 can include an electrical, mechanical, chemical (e.g., battery), nuclear, fuel cells, solid propellants that use water as an oxidizer, liquid propellants, and the like.
Outlet Ducting
Outlet ducting or pump discharge ducts 28 connect an outlet of each propulsion pump 27 to one or more of the discharge nozzles 30. The outlet ducting 28 includes a first end 28a connected to the outlet of the propulsion pumps 27 and a second end 28b connected to the discharge nozzles 30. The outlet ducting 28 transfers high-pressure fluid flow from the discharge of the propulsion pumps 27 through the aft portion of the stem section 7 and to the thrust nozzles 30 located proximate to the stern 8. The ducts 28 are preferably designed for smooth flow and to minimize pressure losses due to friction and area changes.
In embodiments where the number of discharge nozzles 30 exceeds the number of propulsion pumps 27, one or more flow splitters 29 are disposed at the outlet of the propulsion pumps 27 or in the outlet duct 28 to split the fluid flow exiting the propulsion pump 27. The pump discharge ducts 28 continue to the stern 8 of the submarine vehicle. In an aftermost region of the discharge ducts, flow is accelerated and transitioned into the thrust nozzles 30.
The outlet ducting 28 can also includes one or more branches or backing ducts 41 that come off of the primary outlet ducting and that can deliver flow to the backing nozzles 40. Backing doors 42 can be used to divert the discharge flow from the primary discharge ducts 28 to the backing nozzles 40 on the starboard and port beams of the stern section 7. The discharge ducts 28 are designed and positioned to facilitate the contemplated uses and locations of the thrust nozzles 30 and backing nozzles 40.
Discharge Nozzles
At least two discharge nozzles 30 are located in the stern section 7 on opposite sides of the longitudinal centerline CL of the vehicle 1 and discharge the fluid at a high velocity from the vehicle body 3 thereby producing thrust that propels the vehicle 1 through the fluid operating environment 2. The thrust nozzles 30 accelerate the fluid flow from the propulsion pumps 27 and convert the high-pressure flow to high velocity flow. The resulting change in fluid momentum is related to the thrust generated by the propulsion system.
The discharge nozzles 30 can include any conventional type nozzle, such as, for example, a rotating type discharge nozzle having an oval duct construction, a linear type discharge nozzle, and the like.
Preferably, the discharge nozzles 30 are located on the horizontal beam at the aft end proximate the port and starboard sides of the stern section 7 proximate the stern 8 of the vehicle 1. The horizontal or lateral separation of the nozzles between the starboard and port sides is related to the degree of maneuvering control that can be obtained using differential and/or vectored thrust. To improve the degree of maneuverability, the thrust nozzles 30 on each side of the stern 8 are preferably separated by the maximum obtainable width or side to side dimension, typically the beam of the vehicle 1, in order to maximize the maneuvering moment that can be obtained using differential thrust and/or vectored thrust.
In addition, the discharge nozzles 30 can be arranged proximate one or more control surfaces 60 to further assist in the maneuvering of the vehicle 1. For example, the discharge nozzles 30 may be position forward of one or more of a vertical control surface 61 and above and/or below a horizontal control surface 62 in order to provide improved response and maneuverability. Linear nozzles have the advantage of providing additional control surface effectiveness as the position of the control surface is changed.
In the normal (non-vectoring) position, the discharge nozzles 30 discharge flow generally in the backward axial direction in a direction substantially parallel to the longitudinal center axis CL of the vehicle 1 and in the direction aft of the stern 8 producing thrust to propel the vehicle 1 in the forward direction.
Exemplary Embodiments of the Thrust-Driven Propulsion System
The following description of
The position of the partial annular inlets 25 on the port and starboard side of the vehicle 1, as shown in the embodiment of
As shown in
A single inlet duct 26, designed to mix flow ingested by the inlet and present a uniform flow velocity distribution to the propulsion pump, connects the inlet opening 25 to a single pump 27. As shown, the pump 27 can be positioned on the centerline axis CL in the stern section 7 of the vehicle 1.
As shown in
As shown in
In the embodiment illustrated in
The selection of two or more inlets 25 and their locations can alleviate these problems. The use of multiple inlets 25 connected individually to multiple propulsion pumps 27 eliminates the detrimental effects of flow velocity distortions at the pump inlets as each pump 27 can be adjusted to accommodate the current flow velocity condition magnitude at its inlet by adjusting its operating RPM.
As shown in
Each pump 27 is connected to a discharge nozzle 30 and drives fluid out one or more discharge nozzles 30. Preferably, the ducting 26, 28 is conformal with the hull and provides a smooth path for flow to enter and exit the internal flow ducts. Preferably, in embodiments employing multiple pumps, the pumps 27 and their associated inlet ducting 26 and outlet ducting 28 are positioned longitudinally within the body 3 of the vehicle 1 along opposite sides of the longitudinal centerline CL of the vehicle 1.
Ducting cross connections (not shown) can be provided to cross connect the starboard inlet to the port pump and the port inlet to the starboard pump and to cross connect the starboard pump to the port discharge nozzle and the port pump to the starboard discharge nozzle. Preferably, the cross-connections allow one inlet to supply a fluid flow to either or both pumps and allow each pump to drive fluid out of either or both discharge nozzles. Embodiments having multiple components provide redundancy and improve the survivability of the vehicle.
As shown in
Embodiments having two or more pumps, such as the embodiments shown in
Vectored Thrust
Preferably, the discharge nozzles 30 are movable or vectorable and are thus capable of producing vectored thrust in one or more dimensions. More preferably, the discharge nozzles 30 are vectorable in at least two dimensions, including a horizontal direction (X-axis) for producing thrust in the horizontal or yaw plane (e.g., horizontal turning to port and starboard) and a vertical direction (Y-axis) for producing a vertical thrust in the vertical or pitch plane (e.g., vertical ascending and diving) resulting in multiple degrees of freedom of thrust vectoring.
The ability to change or vector the direction of the fluid flow is used to control the direction of thrust, which facilitates maneuvering of the submarine vehicle 1. Rotation of a discharge nozzle 30 in the yaw plane causes the submarine vehicle 1 to turn in the horizontal plane. Rotation of a discharge nozzle 30 in the pitch plane causes the submarine vehicle 1 to rise or dive, changing the depth of the vehicle 1. The use of differential pitch vectoring is used to control the roll rate or list angle of the vehicle 1.
The discharge nozzles 30 can be vectored together, such that they discharge in the same relative direction, or alternatively, each discharge nozzle 30 can be vectored independently of the other nozzle(s) so that each discharge nozzle 30 discharges in a different relative direction. This allows the vectored thrust propulsion system 20 to more effective control the yaw, pitch, and roll of the vehicle 1.
Thrust Vectoring Actuator Device
A thrust vectoring actuator device 90 is provided for moving the discharge nozzles 30 at the aft end of the vehicle 1. Preferably, the thrust vectoring actuator device 90 provides for one or more of horizontal movement (X-axis) and vertical movement (Y-axis) of the discharge nozzles 30 to change the position of the discharge nozzles 30 in the yaw plane and the pitch plane and thus the direction of the high-energy flow exiting the vehicle 1. More preferably, the thrust vectoring actuator device 90 provides for both horizontal and vertical movement of the discharge nozzles 30 resulting in vectored thrust in multiple degrees of freedom (e.g., allowing independent selection of both horizontal and vertical components within the mechanical limitations of a particular application).
In one embodiment, a controller (not shown) controls the vectoring such that each discharge nozzle 30 is vectorable independently for the other discharge nozzles 30. In an alternate embodiment, the controller controls the vectoring so that the discharge nozzles 30 cooperate to provide the desired movement of the vehicle 1.
For example, as shown in
As shown in
In combination, the yaw and pitch actuators 92, 93 can provide positive control of the movement of each discharge nozzle 30 over an array of fluid discharge patterns. The discharge nozzles 30 can also include other suitable designs, such as for example, a rotating type nozzle, that provide at least two directional vectoring of the fluid flow being discharged from each discharge nozzle.
The ability to generate vectored thrust, by changing the discharge angle of the fluid flow exiting the discharge nozzles, and/or differential thrust, by controlling the volume of fluid flow supplied to each discharge nozzle, assists in the maneuverability and control of the vehicle in yaw, pitch, and roll.
Backing Capability
A submarine vehicle 1 typically requires the capability to move in a reversed or backing direction as well as in the conventional or forward direction. A submarine vehicle 1 also typically requires the capability to reduce its forward speed quickly. For example, a conventional submarine vehicle 1 with a propeller or propulsor can achieve some degree of reversed thrust by reversing the direction of rotation of the propeller or propulsor. The degree of reversed thrust generated by a propeller or propulsor is always less than the degree of forward thrust that can be generated. In addition, in propulsion systems using mixed or radial flow pumps, the pumps cannot operate in a reversed flow direction. Furthermore, axial flow pumps that operate at low ratio of RPM to fluid flow speed are generally ineffective in generating backing thrust in the reversed pumping direction.
One means of producing reversed or backing thrust that is independent of propeller, propulsor, or pump performance, is to vector the ingested fluid flow into the forward direction, rather than the conventional or backward direction. Additionally, the ability to vector this thrust in athwartship and vertical directions provides an improved capability to maneuver the submarine vehicle 1 in the yaw or turning, and pitch or depth planes.
As shown in
Backing Doors
Backing thrust can be produced by actuating flow diverter devices or backing doors 42, connected to the propulsion pump discharge ducts 28. By proper design, these doors 42 divert fluid flow from the primary thrust nozzles 30 to backing nozzles 40.
A sealing element 44a can be provided to prevent the leakage of fluid around the sliding gate 44 and actuator 43 elements. As shown, the sealing element 44a seals an opening in the outlet duct where the sliding gate extends therethrough when the sliding gate 44 is in the first or lower position. When the sliding gate 44 has been actuated and backing thrust is being applied, the sealing element 44a seals the top end of a chamber to prevent leakage of fluid around the actuator rod.
As shown in
As shown in
Backing Nozzles
The backing nozzles 40 are located in a laterally spaced apart relationship with at least one backing nozzle located proximate the port side and at least one backing nozzle located proximate the starboard side of the vehicle 1. Each backing nozzle 30 receives fluid from the fluid pump 27 from a backing duct 41 that branches off a respective outlet duct 28.
In the normal (e.g., non-vectoring) position, the backing nozzles 40 discharge flow generally in the forward axial direction in a direction substantially parallel to the longitudinal center axis of the vehicle 1 producing reverse thrust to stop the forward motion of the vehicle 1 or to propel the vehicle in the reverse or backward direction. Preferably, a backing door 42 is positioned to cover each backing nozzle 30 when the backing nozzles 40 are not in use.
Preferably, the backing nozzles 40 can be vectored, in a manner similar to the discharge nozzles, so as to produce thrust that has a varying angle with respect to the longitudinal centerline axis of the submarine vehicle. Preferably, the angle at which the backing nozzles are discharging the fluid flow can vary in a horizontal plane between a backing, athwartship, and forward direction to provide to one or more of a backing and forward thrust (Z-axis) and an athwartship thrust (X-axis), respectively. In addition, the backing nozzles are preferably vectorable in the vertical plane to provide a diving or surfacing thrust.
Secondary Thrust Propulsion System
As an adjunct to the described distributed primary thrust-driven propulsion system 20, secondary thrust generating systems 50, i.e. thrusters, can be added to the underwater vehicle 1 in appropriate locations, such as, for example, the bow section 5. The secondary thrust generating systems 50 include one or more fluid propulsors 51, each having an inlet section 52, a fluid pumping section 53, and an outlet section 54. In a preferred arrangement, secondary thrusters are located in the bow section 5 on the horizontal centerline, starboard and port sides.
Preferably, a vectoring mechanism allows thrust to be vectored in directions parallel to the hull in a 360 degree azimuth angle, and a second degree of freedom allows thrust to be vectored generally in a direction perpendicular to the hull. The use of two or more thrusters to generate secondary thrust further facilitates maneuvering of the vehicle in at least multiple degrees of freedom, including vehicle pitch, yaw, and roll motions, and ahead or backing ship speed changes.
Preferably, the at least two discharge nozzles 59 include one discharge nozzle located on the port side of the vehicle and one discharge nozzle located on the starboard side of the vehicle 1. Preferably, the discharge nozzles are capable of producing vectored thrust in at least two directions, including one or more of: the fore and aft direction (Z-axis); an athwartships (e.g., port or starboard) direction (X-axis); and the vertical direction (Y-axis).
In other embodiments (not shown), the secondary thrust propulsion system 50 can include a topside discharge nozzle and/or a bottom side discharge nozzle. The top side discharge nozzle would discharge normally in the vertical direction upward and be capable of being vectorable in the fore and aft direction (Z-axis) and the horizontal direction (X-axis). The bottom side discharge nozzle would discharge normally in the vertical direction downward and would be vectorable in the fore and aft direction (Z-axis) and the horizontal direction (X-axis).
Secondary vectored thrust propulsion systems 50, in conjunction with the main vectored thrust propulsion system 20, provide for full maneuverability of the vehicle 1 and also facilitate turning of the vehicle 1 at slow speeds or when the vehicle 1 is stopped. For example, the vehicle 1 can turn on its vertical centerline axis without moving forward or aft. The bow discharge nozzle 50 further facilitate the full maneuverability of the vehicle 1 including low speed ahead and zero speed depth and sea-keeping. This allows the vehicle 1 to operate in shallow and close waterways.
Wedge Shaped Stern Configuration
The stern section of an underwater vehicle, such as a submarine, is preferably streamlined for smooth external flow over the vehicle and typically houses equipment within its volume, including the aft main ballast tank. The underwater vehicle 1 can also include an improved stern configuration that is streamlined for providing a smooth external flow over the vehicle's hull 3 and also increases the volume of the vehicle 1 at the stern 8. The space defining this increased volume provides for the storage of ship systems and ship stores, including machinery, equipment, ballast, weapons, sensors, and the like.
Wedge Shaped Fairing
As shown in
The tapered wedge-shaped fairing 70 includes several advantages over the tapered cylindrical stern section of conventional underwater vehicles including providing an increased volume defined by the space 71 formed at the stern section that may be used for wet or dry storage. The tapered wedge-shaped fairing 70 also provides a stable platform that can be used to house portions of the thrust-driven propulsion system 20, such as the propulsion pumps 27, outlet ducts 28, and discharge nozzles 30. The wedge-shaped fairing 70, having a preferred width equal to the beam of the vehicle, also helps ensure a sufficient distance between the port and starboard discharge nozzles 30 to achieve proper and efficient maneuvering using differential/vectored thrust. A wedge shaped stern has greater volume than a conventional conical stern shape by approximately 60 percent. This additional volume can be used to house additional ship systems and stores.
A wedge shape is considered to have an added benefit of providing improved ship stability in the pitch plane and allow the flow to converge naturally at the stern 8, in a manner similar to an aircraft wing. This eliminates flow separations and added vehicle drag. The wedge shaped fairing 70 emanates as a smooth transition surface from the vehicle central section 6 and is streamlined to the aft most portion of the stern section 7.
As illustrated in
Port and starboard sidewalls 76 are disposed between and connect the upper tapered surface 73 and the lower tapered surface 74 and also connected at a forward end 77 of the wedge-shaped fairing 70 to the mid-ship section 6. Preferably, the surfaces joining the upper surface 73 and the lower surface 74 to the mid-ship section 6 and with the sidewalls 76 include a contoured surface having a curved (e.g., smooth) radius that ensures a smooth flow of fluid over the surface of the vehicle body 3.
The upper tapered surface 73 and the lower tapered surface 74 can also be formed having faired discharge ducts 85 shown as raised surfaces formed along the port and starboard sides of the tapered surfaces for accommodating the outlet ducting 28 and discharge nozzles 30. The raised surfaces form convex surfaces extending outward from the wedge shaped fairing 70.
The internal space 71 within the wedge-shaped fairing 70 is defined by the upper tapered surface 73, lower tapered surface 74, the two sidewalls 76, and an aft pressure bulkhead 10 at the forward end 77 of the wedge-shaped fairing 70.
As shown, the upper tapered surface 73 and the lower tapered surface 74 have substantially the same length and substantially the same taper angle. Preferably, the width of the wedge shaped fairing 70 is generally constant on the tapered portions. Preferably, the width of the wedge-shaped section 70 is approximately equal to the beam of the vehicle 1. The taper surfaces 73, 74 may be linear surfaces, or may include convex curved surfaces (not shown) or concave curved surfaces (see
In one embodiment shown in
Stem Access Trunk or Passageway
As shown in
As shown in
The trunk 80 can provide personnel access, entrance or egress from the stern 8 of the vehicle 1, or can be used to dispense/retrieve items to be towed behind the vehicle 1 or ejected/recovered from the vehicle 1 (see FIG. 18).
Control Surfaces
Control surfaces 60 may be included to provide for a smooth flow of the fluid over the outer hull 7 of the body 3 thereby improving the stability and the maneuverability of the vehicle 1.
As shown in
Optimum maneuvering performance of an underwater vehicle 1 at low and at high speeds can be further enhanced by the proper combination of conventional control surfaces 60 having vertical control surfaces (e.g., rudders) 61 and horizontal control surfaces (e.g., pitch planes) 62, and differential/vectored thrust capability. Differential horizontal control surfaces 62 can also improve control of vehicle roll or list angle. At low and mid-range speeds, a combination of one or more of differential thrust pumps, vectored thrust nozzles, backing nozzles, horizontal control surfaces, and rudders can work in combination to reduce the diameter of a turn and allows the vehicle to turn in its own length at low or zero speed. The availability of differential and vectored thrust provide additional control authority and redundancy at all speeds.
As shown in
In addition, the horizontal control surface(s) 62 can be positioned downstream (e.g. aft) of the fluid flow being discharged from the discharge nozzles 30. This arrangement can provide additional pitch control of the vehicle 1.
Control Systems
One or more control systems (not shown) are provided for controlling the operation and guidance of the vehicle. The control system(s) can control the operation of the fluid propulsor(s), the propulsion pump(s), the discharge nozzles thrust vectoring actuator system, the backing doors, the backing nozzles thrust vectoring actuator system, any control surface(s) actuator system, and any remote operated valves (not shown).
Exemplary Embodiments of the Wedge Shaped Stem Configuration
The following description of
As shown in
Referring back to
For example, as shown in
Alternative Stem Configurations
In a second exemplary embodiment shown in dashed lines in
Note that the wedge shaped stern configuration 70 is not critical to the operation of the thrust-driven propulsion system 20. Likewise, the thrust-driven propulsion system 20 is not critical to the operation of the wedge shaped stern configuration 70.
Accordingly, the embodiments shown in
Distributed Propulsion System
The underwater vehicle 1 preferably includes a distributed power and propulsion system 110 including multiple sources of power for providing power to the thrust-driven propulsion system 20.
The power source 111 can include any suitable energy source for generating power, such as, for example, electrical, mechanical, chemical, nuclear, and the like. The turbo generators 112 convert the energy output from the energy source into electrical energy. The electronic controls and bus system 113 control the distribution of the electrical power. The electronic controls can also control the operation of the pumps, hydraulic actuator systems, and the like. For redundancy and survivability purposes, an electrical cross-connection can be provided between one or more of the electronic controllers and one or more of the pumps. In one preferred embodiment, the vehicle 1 includes an all electric distributed power system with multiple generators.
Flexible System Arrangement
The single shaft propulsion train shown in
On the other hand, the thrust vectored propulsion system shown in
Advantages and New Features of Preferred Embodiments
The vectored thrust propulsion system and wedge-shaped stern configuration provide several performance enhancements in the areas of maneuvering, sea-keeping, vibration control, cavitation, and the like.
Underwater vehicles require positive depth control, small yaw turning radius and the ability to maneuver precisely at low speed. Conventional control surfaces produce force by aerodynamic lift and are consequently less effective at low speed. The ability to utilize vectored thrust for turning and backing overcomes this difficulty and allows the conventional control surfaces to be optimized for high-speed turns and depth control.
Elimination of the turbine/gearbox/shaft/bearing/seal/propeller assembly offers a significant saving in construction time and machinery alignment cost. The use of a number of modular, smaller size pumps facilitates construction and maintenance of the vehicle propulsion system. The smaller size of the pumps and motors and controllers are more compatible with existing manufacturing capability and will increase the number of potential suppliers vice the few sources of manufacture and repair for current propulsors and mechanical drive systems. Smaller pumps should generally cost less and require less tolerance than larger, single units.
Redundancy of critical components (pumps and motors) allows operations and repairs to be conducted with portions of the system removed from service. The internal generation of power can also be built in a modular manner with a separate power generation and control channel/train for each pump with the same benefits of industrial base supply and support of repairs.
The thrust-driven propulsion system generates reverse thrust by directing the flow in the linear nozzle in the normally astern direction to the ahead direction. When the diverter device is actuated to produce reverse thrust it also closes off the flow in the astern direction.
The stern configuration shown in the figures are preferred embodiments of the invention only. The actual size and specific configuration would be obtained following a detailed design for a particular vehicle application in terms of the vehicle size and performance requirements. The control surfaces shown in the diagrams are notional and there are several variants possible. The rudders are shown on the centerline (see, for example,
While the invention has been particularly shown and described with reference to preferred embodiments thereof, it will be understood by those skilled in the art that various alterations in form and detail may be made therein without departing from the spirit and scope of the invention. In particular, the specific shape of the forward, mid and aft sections of the vehicle can be altered without departing from the scope of the invention. Additionally, the number and exact location of the inlet duct, pumps, exit nozzles, controlling surfaces, etc. can be varied by a person of ordinary skill in the art to meet common design specifications.
McBride, Mark W., Archibald, Frank S.
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